F900EX EASY 02-36-00 ATA 36 – PNEUMATIC CODDE 1 · PDF fileF900EX EASY 02-36-00 ... DGT91832 ATA 36 – PNEUMATIC TABLE OF CONTENTS ... The pneumatic system on the Falcon 900EX EASy

F900EX EASY 02-36-00

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ATA 36 – PNEUMATIC TABLE OF CONTENTS

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DASSAULT AVIATION Proprietary Data

02-36 ATA 36 – PNEUMATIC

02-36-00 TABLE OF CONTENTS

02-36-05 GENERAL

Introduction Sources

02-36-10 DESCRIPTION

Introduction Main sub-systems Distribution

02-36-15 CONTROL AND INDICATION

Control Indication

02-36-20 SYSTEM PROTECTION

Introduction Circuit breakers Main protection

02-36-25 NORMAL OPERATION

Introduction In-flight operation without anti-ice

02-36-30 ABNORMAL OPERATION

Introduction BLEED 1 overheat CAS messages

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ATA 36 – PNEUMATIC TABLE OF CONTENTS

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INTENTIONALLY LEFT BLANK

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ATA 36 – PNEUMATICGENERAL

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INTRODUCTION

The pneumatic system on the Falcon 900EX EASy uses engine and APU bleed air as a highand low pressure energy source for the air-conditioning, cabin and fuel and potable watertanks pressurization, and ice and rain protection system.

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FIGURE 02-36-05-00 FLIGHT DECK OVERVIEW

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SOURCES

ON GROUND IN-FLIGHT

Bleed air from APU compressor discharge

Low and high pressure bleed air supplied fromengines No 1, 2 and 3 if running:

- LP supplied from the last stage of LPcompressor section

- HP supplied from HP compressordischarge

Low and high-pressure bleed air supplied fromengines No 1, 2 and 3:

- LP supplied from the last stage of LPcompressor section

- HP supplied from HP compressordischarge

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ATA 36 – PNEUMATICDESCRIPTION

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INTRODUCTION

The bleed air is divided into two categories, engine and APU bleed air.

The engine bleed air is supplied from the LP and HP compressors of all three engines. Thebleed air from the APU is supplied, on the ground only, from a plenum surrounding thecombustor.

FIGURE 02-36-10-00 ENGINE BLEED AIR PORTS

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MAIN SUB-SYSTEMS

LP BLEED AIR

The main bleed-air sources for LP air are located on the inboard side of No 1 and No 3 andthe left side of No 2 engine bleed ports.An auxiliary outboard bleed port on the No 1 and No 2 engines provides fuel tankpressurization.The outboard bleed port of the No 3 engine is not used.

HP BLEED AIR

The main sources for HP bleed air is through manifold-equipped bleed ports on eachengine. The auxiliary bleed-air sources are single bleed ports located on the uppercenterline of each engine. They provide the air intake anti-ice system with hot air.

BLEED-AIR SYSTEM CONTROL

All three engine HP bleed-air valves are identical. They consist of electrical driven butterflyvalves, controlled by the BASC (Bleed-Air System Computer) in the automatic mode.This computer, which is redundantly powered on the monitoring side, receives inputs fromtemperature and pressure sensors located throughout the pneumatic system, valve positionindicators, air data system, ground-flight relay system, wing and No 2 engine anti-icepushbuttons and the HP valve pushbutton.Using the inputs provided, the BASC regulates the HP valves position and controls warningcircuits associated with bleed-air system malfunctions. The BASC also gives an order toclose to the corresponding HP valve for each engine start.Valve position is modulated to supply a required pressure throughout the pneumatic system,ensuring that the bleed-air requirements of the air-conditioning, pressurization, and the wingand engine anti-ice systems are satisfied.In case of air conditioning requirements without anti-ice, the BASC opens the HP valves to70% max. For air conditioning requirements with anti-ice, the BASC can open the HP valvesup to 100%. If the WINGS O’RIDE pushbutton is selected, the BASC automatic control ofHP1 and HP3 is overridden and the valves are fully open. If ENG 2 O’RIDE pushbutton isselected, the BASC control of HP 2 is overridden and the valve is fully open. The overrideposition of the anti-ice pushbuttons are only used in case of BASC failure.

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ENGINE LP + HP BLEED-AIR MIXING

At the outlet of each engine, airflow from the main LP and HP ports are mixed by venturi-action. The resulting pressure is greater than LP bleed-air pressure. The mixed airflowsupplies a common bleed air manifold. Bleed air back flow from an operating engine to aninoperative engine, an engine with a lower power setting, or injection of HP bleed air into theLP bleed-air system is prevented by check valves. LP bleed air (from main or auxiliarysources) is available upon operation of any engines. There are no LP bleed-air shut-offvalves.

APU BLEED AIR

When the airplane is on the ground, the bleed air from the APU can supply the commonbleed-air manifold and be used to operate the air-conditioning system. APU bleed air alsosupplies the pressurization jet pump controlling the cabin outflow valves and water tankpressurization.

MANIFOLD

The manifold supplies a mixture of HP and LP air to the pilot and passenger air-conditioningsystems as well as to the wing and No 2 engine S-duct anti-icing systems. An auxiliary LPport on engines No 1 and 2 feeds the fuel tank pressurization system. Three auxiliary HPports feed the anti-icing systems of the No 1, 2 and 3 engine air intakes. Pressurization jetpump and wastewater lines are supplied by HP air from the No 1 and 2 engines and theAPU.The manifold can be divided into two separate subsystems by means of an electricallymotor-operated isolation valve. The valve is normally selected open as long as no fault(leakage, smoke, ...) is detected in either of the subsystems. One side of the isolation valveis connected to the No 1 and No 3 engines and supplies compressed air to the cockpit andbaggage compartment air-conditioning and the wing anti-icing systems. The other side isconnected to the No 2 engine and supplies the passenger cabin air-conditioning and the S-duct anti-icing systems.

ISOLATION VALVE

The ISOL rotary switch, located on the BLEED AIR overhead panel, controls the electricallyoperated isolation valve. When the isolation valve is closed, the manifold is divided into twoseparate systems. One system receives bleed air from the No 1 and No 3 engines and theother system receives bleed air from the No 2 engine or from the APU (when the airplane ison the ground).

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APU BLEED VALVE

The APU bleed valve is controlled by the APU pushbutton located on the BLEED AIRoverhead panel. When it is open, APU bleed air supplies the pneumatic system.If the APU pushbutton is switched to AUTO position, the APU bleed valve is fully open aslong as:

- the APU is in operation,- the T5 limit is not reached,- the Power Lever Angle (PLA) is below 54°.

When the APU pushbutton is switched to OFF position, the APU bleed valve is closedregardless of engine speed or electrical signals received from the APU electronic controlunit.

DISTRIBUTION

FIGURE 02-36-10-01 BLEED AIR SYSTEM GENERAL

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ATA 36 – PNEUMATICCONTROL AND INDICATION

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CONTROL

The bleed air panel, located within the overhead panel, controls engine and APU bleed valvesand isolation valves for the CABIN, COCKPIT and BAG compartments. An isolation rotaryswitch can also isolate the bleed air manifold into two independent manifolds in the event of afailure.

FIGURE 02-36-15-00 OVERHEAD BLEED AIR CONTROL PANEL

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SYNTHETIC TABLE

TO ACTIVATECONTROL FUNCTION

TO DEACTIVATESYNOPTIC

Automaticmode

Automaticmode with

WINGSO’RIDE

for HP1 orHP3,

ENG 2O’RIDEfor HP2

Pushbutton

Status light

When pushed, overrides theBASC and closes thecorresponding HP1, HP2 orHP3 valves

Push OFF

Automaticmode

Pushbutton

Status light

Activates the automaticoperation of the APU bleedvalve when the APU is inoperation. The valve position isalso controlled by the APUcomputer and Power LeverAngle micro switches

Push OFF

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Automaticmode

Push ON

Status light

Pushbutton

Status light

In automatic mode,automatically controls the cabinconditioning valve.

In ON position, opens theCABIN conditioning valve.

In OFF position, closes theCABIN conditioning valve

Push OFF

Horizontalposition

Status light

Rotaryswitch

Controls the isolation valvewhich isolates the two sides ofthe bleed air manifold

Verticalposition

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Automaticmode

Push ON

Status light

Pushbutton

Status light

In automatic mode,automatically controls thecockpit conditioning valve.

In ON position, opens theCKPT conditioning valve

In OFF position, closes theCKPT conditioning valve

Push OFF

Ø For more information, refer to CODDE 1 / Chapter 02 / ATA 21

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INDICATION

BLEED AIR SYNOPTIC

Bleed air indications are displayed on the MDU BLD synoptic.

Cabin air conditioning valve

LH manifold

Crew air conditioning valve

RH manifold

Isolation valve

HP valve

FIGURE 02-36-15-01 BLD SYNOPTIC

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COLOR SYMBOLOGY

FIGURE 02-36-15-02 COCKPIT SYMBOL COLOR CODE

FIGURE 02-36-15-03 VALVE SYMBOL COLOR CODE

FIGURE 02-36-15-04 FLOW LINE COLOR CODE

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ATA 36 – PNEUMATIC SYSTEM PROTECTION

ISSUE 4


INTRODUCTION

The pneumatic system is protected by conventional trip-free circuit breakers located above the overhead panel and by an overheat protection.

CIRCUIT BREAKERS

FIGURE 02-36-20-00 BLEED AIR CIRCUIT BREAKERS

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ATA 36 – PNEUMATIC SYSTEM PROTECTION

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MAIN PROTECTION

OVERHEAT

To prevent any bleed air duct overheating (335°C), at a duct temperature of 305°C, the BASC starts to close the associated HP valve. In the event of crew or passenger duct temperature exceeding 335°C, the BLEED .. OVERHEAT CAS message is displayed. In this case, the OFF position of the HP pushbutton overrides the BASC automatic control of the valve and activates the valve motor to the closed position.

ENGINE START

If during an engine start with N2 less than 45%, the associated HP valve does not automatically close, HP .. FAIL is displayed within CAS-window. In this case, the OFF position of the HP pushbutton overrides the BASC automatic control of the valve and activates the valve motor to the closed position.

For more information, refer to CODDE 2 / ABNORMAL PROCEDURES / ATA 36.

APU

The APU electronic control unit monitors valve operation so that the APU T5 limit is not exceeded (APU bleed valve is fully open as long as the T5 limit is not reached). When at least one power lever is advanced, the APU bleed valve automatically closes.

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ATA 36 – PNEUMATICNORMAL OPERATION

ISSUE 4


INTRODUCTION

In the following, typical normal situation has been selected to help the crew to understand thesymbols provided in the various panels and displays.

IN-FLIGHT OPERATION WITHOUT ANTI-ICE

FIGURE 02-36-25-00 BLEED AIR OVERHEAD PANEL

FIGURE 02-36-25-01 BLD SYNOPTIC

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ATA 36 – PNEUMATICNORMAL OPERATION

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ATA 36 – PNEUMATIC ABNORMAL OPERATION

ISSUE 4


INTRODUCTION

In the following, abnormal situation has been selected to help the crew to understand the EASy symbols provided in the various panels and displays.

BLEED 1 OVERHEAT

ABNORMAL STATUS

FIGURE 02-36-30-00 BLD SYNOPTIC PAGE

CONTEXT RESULT

BASC fails to close the HP 1 valve

BLEED 1 OVERHEAT CAS message

+ light on

Flow line and HP 1 valve in amber

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AFTER PROCEDURE COMPLETE

FIGURE 02-36-30-01 HP1 PUSHBUTTON SET TO OFF

FIGURE 02-36-30-02 BLD SYNOPTIC PAGE WITH HP1 OFF

ACTION RESULT

Corresponding HP pushbutton pushed to set OFF

HP1 closes

Status light amber OFF

HP1 valve and line in gray, OFF label displayed in amber

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CAS MESSAGES

CAS MESSAGE DEFINITION

BLEED APU APU bleed air valve is not closed after take-off

BLEED .. OVERHEAT Overheating detected in engine (1/2/3) bleed air port

BLEED OVERHEAT Overheating detected without engine identification

HP .. FAIL HP (1/2/3) is failed open

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F900EX EASY 02-36-00 ATA 36 – PNEUMATIC CODDE 1 · PDF fileF900EX EASY 02-36-00 ... DGT91832 ATA 36 – PNEUMATIC TABLE OF CONTENTS ... The pneumatic system on the Falcon 900EX EASy

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